Brake system and vehicle having same

Abstract

A vehicle is provided having a braking system, the braking system including a brake master cylinder assembly, a displacement sensor, an electro-hydraulic assembly, and a control unit. The brake master cylinder assembly is adapted to be connected to a brake pedal. The displacement sensor is attached to the brake master cylinder assembly to detect a displacement of a master cylinder piston in the brake master cylinder assembly. The electro-hydraulic assembly is disposed separately from the brake master cylinder assembly and is connected to the brake master cylinder assembly via a connecting oil tube so as to allow brake fluid to flow therethrough, and is adapted to be connected to wheel brakes. The control unit is communicatively connected to the displacement sensor and the electro-hydraulic assembly, and controls the electro-hydraulic assembly to pump brake fluid to the wheel brakes based on an operation of the brake pedal or a brake command.

Description

[Technical Field]

[0001] (CROSS-REFERENCE TO RELATED APPLICATIONS) This application claims priority to a Chinese patent application bearing application number 202111317737.2 and entitled "Brake system and vehicle having the same," filed with the State Intellectual Property Office of the People's Republic of China on November 9, 2021, the entire contents of which are incorporated herein by reference.

[0002] The present disclosure relates to the technical field of vehicles, and more particularly to a brake system and a vehicle having the same. [Background technology]

[0003] Brake systems in related art typically combine a vacuum booster master cylinder with an antilock brake system (ABS) module. The vacuum booster master cylinder is large, occupies a lot of space, is complicated to repair and replace, and requires a vacuum pump. Furthermore, the combination of the vacuum booster master cylinder and the ABS module lacks a displacement sensor, making brake-by-wire operation impossible and resulting in low braking force control precision. Summary of the Invention [Problem to be solved by the invention]

[0004] The present disclosure seeks to solve at least one of the technical problems in the prior art, and therefore aims to provide a brake system that has advantages such as accurate control of braking force, easy installation and detachment, ease of mounting, and high space utilization. [Means for solving the problem]

[0005] The present disclosure further provides a vehicle having the above brake system.

[0006] To achieve the above object, a brake system according to an embodiment of a first aspect of the present disclosure includes a brake master cylinder assembly, a displacement sensor, an electro-hydraulic assembly, and a control unit, wherein the brake master cylinder assembly is adapted to be connected to a brake pedal and includes a master cylinder housing and a master cylinder piston, the master cylinder piston being reciprocally movably disposed within the master cylinder housing and defining a compression chamber within the master cylinder housing, the displacement sensor is attached to the brake master cylinder assembly and detects displacement of the master cylinder piston, the electro-hydraulic assembly is located separately from the brake master cylinder assembly and is connected to the brake master cylinder assembly via a connecting oil pipe to allow brake fluid to flow therethrough, and is adapted to be connected to wheel brakes, the control unit is communicatively connected to both the displacement sensor and the electro-hydraulic assembly, and controls the electro-hydraulic assembly to deliver brake fluid to the wheel brakes based on operation of the brake pedal or a brake command.

[0007] The brake system according to the embodiment of the present disclosure has advantages such as accurate control of braking force, easy installation and detachment, easy mounting, and high space utilization.

[0008] In some embodiments of the present disclosure, the brake master cylinder assembly further includes a push rod connected to the master cylinder piston and adapted to be connected to the brake pedal, and the displacement sensor is mounted to the master cylinder housing and connected to the master cylinder piston.

[0009] In some embodiments of the present disclosure, the displacement sensor includes a signal generator and a signal receiver, the signal generator mounted within the master cylinder housing and connected to one end of the master cylinder piston adjacent the push rod, and the signal receiver mounted externally to the master cylinder housing and communicatively connected to both the signal generator and the control unit.

[0010] In some embodiments of the present disclosure, a slide groove extending along the direction of movement of the master cylinder piston is provided on the inner wall of the master cylinder housing, and the signal generator is slidably fitted into the slide groove.

[0011] In some embodiments of the present disclosure, the signal generator includes a magnetic member and a magnetic member mounting bracket, wherein the magnetic member mounting bracket includes a radial segment and an axial segment, the radial segment extending along the radial direction of the master cylinder housing and having one end attached to the master cylinder piston, and the axial segment extending along the axial direction of the master cylinder housing and having one end connected to the other end of the radial segment and the other end slidably fitted in the slide groove.

[0012] In some embodiments of the present disclosure, an attachment ring is fitted onto the outer periphery of the master cylinder piston, the attachment ring has a ring groove extending along its circumferential direction, and the one end of the radial segment is attached to the ring groove.

[0013] In some embodiments of the present disclosure, the depth of the slide groove is equal to or greater than the maximum stroke of the master cylinder piston, and the depth direction of the slide groove is the same as or parallel to the reciprocating direction of the master cylinder piston.

[0014] In some embodiments of the present disclosure, the signal receiver includes a Hall sensing device that senses the magnetic field strength of the signal generator to detect actuation of the brake pedal.

[0015] In some embodiments of the present disclosure, the master cylinder piston includes a first master cylinder piston and a second master cylinder piston, the first master cylinder piston is connected to both the push rod and the displacement sensor, the second master cylinder piston is located at one end of the first master cylinder piston opposite the push rod, the compression chamber includes a first compression chamber and a second compression chamber, the first compression chamber is formed between the first master cylinder piston and the second master cylinder piston, and the second compression chamber is formed between the side of the second master cylinder piston opposite the first master cylinder piston and the master cylinder housing.

[0016] In some embodiments of the present disclosure, the brake master cylinder assembly further includes a first return spring and a second return spring, wherein the first return spring is disposed within the first compression chamber and is located between the first master cylinder piston and the second master cylinder piston, and the second return spring is disposed within the second compression chamber and is located between the side of the second master cylinder piston opposite the first master cylinder piston and the master cylinder housing.

[0017] In some embodiments of the present disclosure, the brake system further includes an oil tank, the oil tank being attached to the exterior of the master cylinder housing and fixedly connected to the master cylinder housing, the oil tank having a first opening, a second opening, and a third opening, the master cylinder housing being provided with a first oil passage and a second oil passage, the first oil passage communicating the first opening with the first compression chamber, the second oil passage communicating the second opening with the second compression chamber, and the third opening communicating with the electro-hydraulic assembly.

[0018] In some embodiments of the present disclosure, the brake system further includes an oil tank, the oil tank being separate from the brake master cylinder assembly and having a first opening, a second opening, and a third opening, the oil tank and the brake master cylinder assembly communicating with each other via a first pipe line and a second pipe line, the first pipe line communicating with the first opening and the first compression chamber, the second pipe line communicating with the second opening and the second compression chamber, and the third opening communicating with the electro-hydraulic assembly.

[0019] In some embodiments of the present disclosure, the brake system further includes an oil tank, the oil tank being separate from the brake master cylinder assembly and having two openings, one opening of the oil tank communicating with a three-way valve or a three-way pipe, the three-way valve or the three-way pipe communicating with the brake master cylinder assembly via a first pipe line and a second pipe line, the first pipe line and the second pipe line communicating with the first compression chamber and the second compression chamber, respectively, and the other opening of the oil tank communicating with the electro-hydraulic assembly.

[0020] In some embodiments of the present disclosure, the brake pedal operates in synchronization with the master cylinder piston.

[0021] In some embodiments of the present disclosure, the brake system further includes a stroke simulator attached to the electro-hydraulic assembly and connected to the brake master cylinder assembly so as to allow brake fluid to flow therethrough, and applying return pressure to the brake fluid sent from the brake master cylinder assembly to provide a damping force to the brake pedal that increases in accordance with the depression depth.

[0022] In some embodiments of the present disclosure, the electro-hydraulic assembly includes a hydraulic housing and an electro-brake assembly, the control unit and the stroke simulator are mounted to the hydraulic housing, the electro-brake assembly is mounted to the hydraulic housing and has pressure chambers, the pressure chambers are connected to the brake master cylinder assembly and the wheel brakes, respectively.

[0023] In some embodiments of the present disclosure, the stroke simulator is located below the hydraulic housing.

[0024] In some embodiments of the present disclosure, the electric brake assembly includes a brake housing, a drive motor, a speed reduction and torque increasing device, a transmission screw, a transmission nut, and a brake piston, wherein the brake housing is attached to the hydraulic housing, the drive motor is attached to the hydraulic housing, the speed reduction and torque increasing device is operably connected to the drive motor and is provided in the hydraulic housing, the transmission screw is operably connected to the speed reduction and torque increasing device, the transmission nut is threaded onto the transmission screw, the brake piston is attached within the brake housing and connected to the transmission nut, and the brake piston and the brake housing form the pressure chamber.

[0025] In some embodiments of the present disclosure, the brake system further includes a brake fluid shut-off valve, the brake master cylinder assembly is connected to the wheel brakes via the brake fluid shut-off valve, and the brake fluid shut-off valve controls the transport of brake fluid between the brake master cylinder assembly and the wheel brakes.

[0026] A vehicle according to an embodiment of the second aspect of the present disclosure includes the brake system according to the embodiment of the first aspect of the present disclosure.

[0027] A vehicle according to an embodiment of the second aspect of the present disclosure has advantages such as accurate control of braking force, easy attachment and detachment, ease of installation, and high space utilization rate by utilizing the brake system described in the embodiment of the first aspect of the present disclosure.

[0028] Additional aspects and advantages of the disclosure will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the disclosure.

[0029] The above and / or additional aspects and advantages of the present disclosure will become apparent and readily understood by reading the following detailed description of the embodiments with reference to the drawings. [Brief explanation of the drawings]

[0030] [Figure 1] 1 is a schematic configuration diagram of a brake system according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is a schematic configuration diagram of a brake system according to an embodiment of the present disclosure, viewed from another perspective. [Figure 3] FIG. 2 is a schematic configuration diagram of a brake system according to an embodiment of the present disclosure, viewed from another perspective. [Figure 4] FIG. 10 is a schematic configuration diagram of a brake system according to another embodiment of the present disclosure. [Figure 5] FIG. 2 is a cross-sectional view of a brake master cylinder assembly of a brake system according to an embodiment of the present disclosure. [Figure 6] FIG. 10 is another cross-sectional view of the brake master cylinder assembly of the brake system according to an embodiment of the present disclosure. [Figure 7] FIG. 1 is a schematic diagram of an electro-hydraulic assembly of a brake system according to an embodiment of the present disclosure. [Figure 8] FIG. 1 is a cross-sectional view of an electro-hydraulic assembly of a braking system according to an embodiment of the present disclosure. [Figure 9] 1 is a schematic diagram illustrating the flow of brake fluid in a brake system according to an embodiment of the present disclosure. [Figure 10] FIG. 4 is another schematic diagram illustrating the flow of brake fluid in a brake system according to an embodiment of the present disclosure. [Figure 11] FIG. 2 is a schematic block diagram of a signal receiver according to an embodiment of the present disclosure. [Figure 12] FIG. 1 is a schematic block diagram of a vehicle according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0031] Hereinafter, embodiments of the present disclosure will be described in detail, but the embodiments described with reference to the drawings are merely illustrative.

[0032] In the description of the present disclosure, the orientations or positional relationships indicated by terms such as “center,” “longitudinal direction,” “lateral direction,” “length,” “width,” “thickness,” “upper,” “lower,” “front,” “rear,” “left,” “right,” “vertical,” “horizontal,” “top,” “bottom,” “inner,” “outer,” “clockwise,” “counterclockwise,” “axial direction,” “radial direction,” and “circumferential direction” are orientations or positional relationships shown based on the drawings, and are intended merely to facilitate and simplify the description of the present disclosure, and do not indicate or suggest that the depicted devices or parts must have a specific orientation, be configured, or be operated in a specific orientation, and therefore should not be understood as limiting the present disclosure.

[0033] In the context of this disclosure, "plurality" means two or more.

[0034] Hereinafter, a brake system 1 according to an embodiment of the present disclosure will be described with reference to the drawings.

[0035] As shown in FIGS. 1 to 11, the brake system 1 includes a brake master cylinder assembly 100, a displacement sensor 200, an electro-hydraulic assembly 300, and a control unit 400.

[0036] The brake master cylinder assembly 100 is adapted to be connected to the brake pedal 2, and the displacement sensor 200 is attached to the brake master cylinder assembly 100 to detect the displacement of the master cylinder piston 120. The electro-hydraulic assembly 300 is arranged separately from the brake master cylinder assembly 100 and is connected to the brake master cylinder assembly 100 via a connecting oil pipe 60 so that brake fluid 101 can flow therethrough. The electro-hydraulic assembly 300 is adapted to be connected to the wheel brakes 3, and a control unit 400 is communicatively connected to both the displacement sensor 200 and the electro-hydraulic assembly 300. The control unit 400 controls the electro-hydraulic assembly 300 to deliver brake fluid 101 to the wheel brakes 3 based on the operation of the brake pedal 2 or a braking command.

[0037] The displacement sensor 200 may detect the speed and depth of the brake pedal 2 simultaneously, or may detect only the depth of the brake pedal 2.

[0038] In the brake system 1 according to the embodiment of the present disclosure, a brake master cylinder assembly 100 is adapted to be connected to a brake pedal 2, and a displacement sensor 200 is attached to the brake master cylinder assembly 100 to detect the displacement of a master cylinder piston 120 in the brake master cylinder assembly 100. In other words, by integrating the displacement sensor 200 into the brake master cylinder assembly 100, the depth of the brake pedal 2 can be measured more accurately, while eliminating the need for a separate mounting and fixing member for the displacement sensor 200, reducing the number of parts and the mounting space required for both the displacement sensor 200 and the brake master cylinder assembly 100, thereby improving space utilization. In addition, since the displacement sensor 200 and the brake master cylinder assembly 100 can be attached and detached together, the number of attachment and detachment steps can be reduced, improving attachment and detachment efficiency.

[0039] The control unit 400 is communicatively connected to the displacement sensor 200, which transmits the depth of the brake pedal 2 to the control unit 400, and the control unit 400 can calculate the braking force required during braking based on the depth of the brake pedal 2. Because the displacement sensor 200 detects the depth of the brake pedal 2 more accurately, the control unit 400 also calculates the braking force more accurately, i.e., the control precision of the control unit 400 is higher, and accurate brake-by-wire operation can be achieved.

[0040] Furthermore, the electro-hydraulic assembly 300 is disposed separately from the brake master cylinder assembly 100, and is connected to the brake master cylinder assembly 100 via a connecting oil pipe 60 to allow the brake fluid 101 to flow therethrough, and is also adapted to be connected to the wheel brakes 3. The control unit 400 is communicatively connected to the electro-hydraulic assembly 300, and controls the electro-hydraulic assembly 300 to deliver the brake fluid 101 to the wheel brakes 3 based on the operation or control command of the brake pedal 2. In this way, the control unit 400 not only controls the amount of brake fluid 101 delivered by the electro-hydraulic assembly 300 to the wheel brakes 3, but also, when the brake system 1 is used for autonomous driving, the autonomous driving platform of the vehicle can generate a brake command to apply brakes based on the current road conditions, vehicle conditions, etc., thereby adjusting the braking force of the wheel brakes 3 on the wheels and realizing different braking strengths for the vehicle in different situations, thereby improving driving reliability and extending the lifespan of the vehicle.

[0041] By providing the electro-hydraulic assembly 300 and the brake master cylinder assembly 100 as separate units, the electro-hydraulic assembly 300 and the brake master cylinder assembly 100 have a compact structure, and the manufacturing process is simpler, reducing processing difficulty and facilitating quality assurance. Furthermore, the mounting positions of the electro-hydraulic assembly 300 and the brake master cylinder assembly 100 can be changed according to actual needs. Since the mounting positions of the electro-hydraulic assembly 300 and the brake master cylinder assembly 100 do not affect each other, mounting and arrangement are more flexible and the mounting space requirements are lower. For example, the brake master cylinder assembly 100 may be connected to the brake pedal 2, while the electro-hydraulic assembly 300 may be located in another position. This reduces noise transmitted to the driver's cab when the electro-hydraulic assembly 300 is pressurized. Furthermore, if the brake master cylinder assembly 100 needs to be adjusted, the electro-hydraulic assembly 300 does not need to be adjusted, and the brake master cylinder assembly 100 has good compatibility.

[0042] As described above, the brake system 1 according to the embodiment of the present disclosure has advantages such as accurate control of braking force, easy attachment and detachment, easy installation, and high space utilization rate.

[0043] In some specific embodiments of the present disclosure, as shown in FIGS. 1-3 and 5, a brake master cylinder assembly 100 includes a master cylinder housing 110, a master cylinder piston 120, and a push rod 140.

[0044] A master cylinder piston 120 is reciprocally disposed within the master cylinder housing 110 and defines a compression chamber 130 within the master cylinder housing 110. A push rod 140 is connected to the master cylinder piston 120 and is adapted to be connected to the brake pedal 2. A displacement sensor 200 is attached to the master cylinder housing 110 and connected to the master cylinder piston 120.

[0045] For example, an accommodation groove 123 is formed at one end of the master cylinder piston 120 close to the push rod 140, and one end of the push rod 140 is inserted into the accommodation groove 123, while the other end is formed in a spherical shape to facilitate connection to the brake pedal 2. In addition, a seal member 141 is provided at the connection point between the push rod 140 and the master cylinder housing 110 to seal the gap between the push rod 140 and the master cylinder housing 110, thereby preventing dust and the like from entering the master cylinder housing 110 through the gap between the push rod 140 and the master cylinder housing 110.

[0046] By arranging the components of the displacement sensor 200 and the master cylinder piston 120 inside the master cylinder housing 110, the overall volume of the components of the displacement sensor 200, the master cylinder piston 120, and the master cylinder housing 110 becomes smaller and they can be attached and detached together, which further reduces the difficulty of attaching and detaching the brake master cylinder assembly 100 and reduces the volume of the brake master cylinder assembly 100.

[0047] In some specific embodiments of the present disclosure, as shown in Figures 2 to 5, the displacement sensor 200 includes a signal generator 210 and a signal receiver 220, where the signal generator 210 is mounted within the master cylinder housing 110 and connected to one end of the master cylinder piston 120 adjacent to the push rod 140, and the signal receiver 220 is mounted outside the master cylinder housing 110 and communicatively connected to the signal generator 210 and the control unit 400.

[0048] For example, the axial direction of the signal receiver 220 may be perpendicular to the extension direction of the master cylinder piston 120. In this way, the signal generator 210 can move together with the master cylinder piston 120 and more accurately detect the current position of the master cylinder piston 120, i.e., more accurately detect the depth of the brake pedal 2. In addition, since there are fewer interruptions between the signal receiver 220 and the control unit 400, communication between the signal receiver 220 and the control unit 400 is facilitated, the probability of interference in communication between the signal receiver 220 and the control unit 400 is reduced, and the accuracy with which the control unit 400 receives the electrical signal from the signal receiver 220 can be improved. The signal receiver 220 and the control unit 400 may be connected via a wire.

[0049] Furthermore, the inner wall of the master cylinder housing 110 is provided with a slide groove 1101 extending in the direction of movement of the master cylinder piston 120, and the signal generator 210 is slidably fitted into the slide groove 1101. In this way, interference between the inner wall of the master cylinder housing 110 and the signal generator 210 can be avoided, and the internal space of the master cylinder housing 110 does not need to be very large, ensuring the structural strength of the master cylinder housing 110. On the other hand, a seal between the inner wall of the master cylinder housing 110 and the master cylinder piston 120 can be ensured, preventing the compression chamber 130 from being unable to normally compress the brake fluid 101. The slide groove 1101 serves to guide the movement of the signal generator 210, thereby improving the movement stability of the signal generator 210.

[0050] 6, the signal generator 210 includes a magnetic member 213 and a magnetic member mounting bracket 201. The magnetic member mounting bracket 201 includes a radial segment 211 and an axial segment 212. The radial segment 211 extends along the radial direction of the master cylinder housing 110, with one end attached to the master cylinder piston 120, and the axial segment 212 extends along the axial direction of the master cylinder housing 110, with one end connected to the other end of the radial segment 211 and the other end slidably fitted in the slide groove 1101.

[0051] To avoid stress concentration between the radial segment 211 and the axial segment 212, there may be an arc-shaped transition portion between the radial segment 211 and the axial segment 212. In this way, the signal generator 210 and the master cylinder piston 120 are fixed together, and the moving direction of the signal generator 210 is guaranteed to be parallel to the moving direction of the master cylinder piston 120, thereby improving the detection accuracy of the brake pedal 2 depth.

[0052] Preferably, a mounting ring 150 is fitted onto the outer periphery of the master cylinder piston 120, and a ring groove 151 extending along the circumferential direction of the mounting ring 150 is provided in the mounting ring 150, with one end of the radial segment 211 attached to the ring groove 151. The mounting ring 150 and the master cylinder piston 120 may be interference-fitted together, for example, by providing a positioning groove on the outer periphery of the end of the master cylinder piston 120 close to the push rod 140, and the mounting ring 150 being positioned within the positioning groove, with one end of the mounting ring 150 abutting against the inner wall of the compression chamber 130 and the other end abutting against the groove wall of the positioning groove.

[0053] In this way, the ring groove 151 can fix the relative positions of the master cylinder piston 120 and the radial segment 211 in the axial direction of the master cylinder piston 120, and does not need to be machined directly on the master cylinder piston 120, which reduces the difficulty of machining the master cylinder piston 120 and makes it convenient to replace the mounting ring 150 to adapt to signal generators 210 of different sizes, thereby improving the applicability of the brake master cylinder assembly 100.

[0054] In some embodiments of the present disclosure, the depth of the slide groove 1101 is equal to or greater than the maximum stroke of the master cylinder piston 120. The depth direction of the slide groove 1101 is the same as or parallel to the reciprocating direction of the master cylinder piston 120, in order to ensure smooth movement of the master cylinder piston 120. This configuration can prevent the signal generator 210 from interfering with the bottom wall of the slide groove 1101 during movement, which could damage the signal generator 210 or affect the depression depth of the brake pedal 2, thereby reducing the probability of damage to the signal generator 210 and ensuring that the brake pedal 2 achieves its maximum displacement.

[0055] In some specific embodiments of the present disclosure, the signal receiver 220 includes a Hall sensor 2201, which senses the magnetic field strength of the signal generator 210 to detect the operation of the brake pedal 2. In this way, there is no need to directly connect the signal generator 210 and the signal receiver 220, and therefore there is no need to provide a structure such as a connection hole for the signal generator 210 and the signal receiver 220 in the master cylinder housing 110. This increases the structural strength of the master cylinder housing 110 and ensures the reliability of signal transmission between the signal generator 210 and the signal receiver 220.

[0056] Additionally, the Hall sensor 2201 senses the magnetic field strength of the magnetic member 213 .

[0057] 5 to 11 , the master cylinder piston 120 includes a first master cylinder piston 121 and a second master cylinder piston 122, the first master cylinder piston 121 is connected to both the push rod 140 and the displacement sensor 200, and the second master cylinder piston 122 is located at one end of the first master cylinder piston 121 opposite the push rod 140. The compression chamber 130 includes a first compression chamber 131 and a second compression chamber 132, the first compression chamber 131 being formed between the first master cylinder piston 121 and the second master cylinder piston 122, and the second compression chamber 132 being formed between the side of the second master cylinder piston 122 opposite the first master cylinder piston 121 and the master cylinder housing 110.

[0058] In this way, the compression chamber 130 is divided into two parts, allowing the brake system 1 to provide the same braking effect, and by providing the first master cylinder piston 121 and the second master cylinder piston 122 separately, the length of the single master cylinder piston 120 is prevented from being too long, improving the structural strength of the master cylinder piston 120, and the volume of the single compression chamber 130 is prevented from being too large, improving the compression effect on the brake fluid 101 and improving braking efficiency.

[0059] 5, the brake master cylinder assembly 100 further includes a first return spring 160 and a second return spring 170. The first return spring 160 is provided in the first compression chamber 131 and is located between the first master cylinder piston 121 and the second master cylinder piston 122. The second return spring 170 is provided in the second compression chamber 132 and is located between the master cylinder housing 110 and the side of the second master cylinder piston 122 opposite the first master cylinder piston 121.

[0060] By configuring in this manner, the first return spring 160 can drive the first master cylinder piston 121 to return to the non-braking position, and the second return spring 170 can drive the second master cylinder piston 122 to return to the non-braking position, preparing the brake pedal 2 for the next use, while when the brake pedal 2 is depressed, the first return spring 160 and the second return spring 170 can provide a damping force to the brake pedal 2, allowing the driver to clearly know that the brake pedal 2 has been displaced and to receive better feedback.

[0061] 5 , the brake system 1 further includes an oil tank 180 that is attached to the outside of the master cylinder housing 110 and fixedly connected to the master cylinder housing 110. The oil tank 180 has a first opening 181, a second opening 182, and a third opening 183, and the master cylinder housing 110 is provided with a first oil passage 111 and a second oil passage 112. The first oil passage 111 communicates between the first opening 181 and the first compression chamber 131, the second oil passage 112 communicates between the second opening 182 and the second compression chamber 132, and the third opening 183 communicates with the electro-hydraulic assembly 300.

[0062] For example, as shown in FIGS. 1 and 5 to 11, the third opening 183 and the electro-hydraulic assembly 300 may be connected via an oil supply pipe 380, which prevents the electro-hydraulic assembly 300 from running out of brake fluid 101 after braking multiple times and improves the reliability of the electro-hydraulic assembly 300. In addition, the oil tank 180 can replenish the brake fluid 101 to the first compression chamber 131 and the second compression chamber 132 via the first oil flow path 111 and the second oil flow path 112, respectively. In this way, there is no need to provide an additional hose structure between the oil tank 180 and the master cylinder housing 110, which simplifies the components of the brake system 1, reduces costs, and reduces volume.

[0063] In some other embodiments of the present disclosure, as shown in FIG. 4 , the brake system 1 further includes an oil tank 180, which is provided separately from the brake master cylinder assembly 100 and has a first opening 181, a second opening 182, and a third opening 183, the oil tank 180 and the brake master cylinder assembly 100 are in communication with each other via a first pipe line 184 and a second pipe line 185, the first pipe line 184 connects the first opening 181 to the first compression chamber 131, the second pipe line 185 connects the second opening 182 to the second compression chamber 132, and the third opening 183 connects to the electro-hydraulic assembly 300.

[0064] For example, the oil tank 180 includes a large vehicle oil tank 186 and a small electro-hydraulic assembly oil tank 187 , and the volume of the large vehicle oil tank 186 is larger than the volume of the small electro-hydraulic assembly oil tank 187 .

[0065] In one embodiment, as shown in FIG. 10 , the oil tank 180, for example, a large vehicle oil tank 186, has two openings 1861 and 1862, one of which, the opening 1861, is connected to the master cylinder housing 110 via a three-way valve 900 or a three-way pipe 900. Specifically, one port of the three-way valve 900 or the three-way pipe 900 is connected to one opening of the large vehicle oil tank 186, and the other port of the three-way valve 900 or the three-way pipe 900 is connected to one opening of the large vehicle oil tank 186. The two openings are connected to the master cylinder housing 110 via a first pipe 184 and a second pipe 185, respectively, and the first pipe 184 and the second pipe 185 are connected to the first compression chamber 131 and the second compression chamber 132, respectively. The other opening 1862 of the oil tank 180, for example, a large vehicle oil tank 186, is connected to the electro-hydraulic assembly 300 via an oil supply pipe 380, for example, to a small electro-hydraulic assembly oil tank 187.

[0066] In another embodiment, a large vehicle oil tank 186 has a first opening 181, a second opening 182, and a third opening 183, the first opening 181 and the second opening 182 are respectively connected to the master cylinder housing 110, and the third opening 183 is connected to an electro-hydraulic assembly small oil tank 187 via an oil supply pipe 380, and the electro-hydraulic assembly small oil tank 187 is attached to the electro-hydraulic assembly 300 and replenishes brake fluid to the electro-hydraulic assembly 300. In this way, when the brake master cylinder assembly 100 needs to be adjusted, there is no need to adjust the oil tank 180, and the compatibility of the brake master cylinder assembly 100 is good.

[0067] In some specific embodiments of the present disclosure, the brake pedal 2 operates synchronously with the master cylinder piston 120. In this way, the displacement of the master cylinder piston 120 detected by the displacement sensor 200 is the actual displacement of the brake pedal 2, which avoids the conversion between the displacement of the master cylinder piston 120 and the displacement of the brake pedal 2, and the control logic is simple and easy to calculate.

[0068] In some specific embodiments of the present disclosure, as shown in FIGS. 7 to 11 , the brake system 1 further includes a stroke simulator 500, which is attached to the electro-hydraulic assembly 300 and connected to the brake master cylinder assembly 100 so that the brake fluid 101 can flow therethrough, and which applies a return pressure to the brake fluid 101 sent from the brake master cylinder assembly 100 to provide a damping force to the brake pedal 2 that increases in accordance with the depression depth.

[0069] For example, the stroke simulator 500 is provided with a spring and a rubber pad. When the brake pedal 2 is depressed, the brake fluid 101 in the first compression chamber 131 flows out and pushes the rubber pad, which then drives the spring to compress. In this case, the spring has a damping force that pushes the rubber pad and moves it in the opposite direction. The damping force acts on the first compression chamber 131 through the rubber pad and the brake fluid 101, preventing the first compression chamber 131 from continuing to contract and providing damping for further downward movement of the brake pedal 2. The damping force provides the driver with good feedback when the brake pedal 2 is depressed, improving comfort when using the brake pedal 2.

[0070] 1 to 3 and 8 to 11, the electro-hydraulic assembly 300 includes a hydraulic housing 310 and an electro-brake assembly 320. The control unit 400 and the stroke simulator 500 are attached to the hydraulic housing 310, and the electro-brake assembly 320 is attached to the hydraulic housing 310 and has a pressure chamber 327, which is connected to the brake master cylinder assembly 100 and the wheel brake 3. Attaching the stroke simulator 500 to the outside of the hydraulic housing 310 facilitates attachment and detachment of the electro-hydraulic assembly 300 and enables the stroke simulator 500 to be adapted to different damping forces depending on the vehicle model, resulting in greater applicability.

[0071] 1 to 3 and 8 to 11, the stroke simulator 500 is located below the hydraulic housing 310. This is not only advantageous for exhausting the brake system 1, but also makes installation and replacement of the brake system 1 more convenient, and the upper side of the electro-hydraulic assembly 300 may be connected to the brake master cylinder assembly 100. In addition, the pressure chamber 327 is connected to the third opening 183 via the oil supply pipe 380.

[0072] Preferably, as shown in FIG. 8, the electric brake assembly 320 includes a brake housing 321, a drive motor 322, a speed reducer and torque multiplier 323, a transmission screw 324, a transmission nut 325, and a brake piston 326.

[0073] The brake housing 321 is mounted on the hydraulic housing 310, the drive motor 322 is mounted on the hydraulic housing 310, the speed reducer and torque increaser 323 is operably connected to the drive motor 322 and is provided in the hydraulic housing 310, the transmission screw 324 is operably connected to the speed reducer and torque increaser 323, the transmission nut 325 is threaded onto the transmission screw 324, the brake piston 326 is mounted in the brake housing 321 and connected to the transmission nut 325, and the brake piston 326 and the brake housing 321 form a pressure chamber 327.

[0074] 8 , the speed reducer and torque increaser 323 may have a planetary gear structure, i.e., the speed reducer and torque increaser 323 includes a sun gear 330, a ring gear 360, and a plurality of planetary gears 340. Each planetary gear 340 meshes with the sun gear 330 and the ring gear 360, and the plurality of planetary gears 340 surround the sun gear 330 in the circumferential direction of the sun gear 330. The ring gear 360 may be fitted onto the sun gear 330, and the output shaft of the drive motor 322 may be connected to the sun gear 330. The planetary gears 340 are connected to the transmission screw 324 via the planetary gear shaft 350, and the planetary gear shaft 350 is simultaneously connected to the planetary gears 340, i.e., the planetary gears 340 jointly drive the planetary gear shaft 350 to move. The output rotation speed of the planetary gear shaft 350 of the speed reducing and torque increasing device 323 is smaller than the input rotation speed of the sun gear 330, and the output torque of the planetary gear shaft 350 of the speed reducing and torque increasing device 323 is smaller than the input torque of the sun gear 330, thereby achieving the effects of speed reduction and torque increase.

[0075] The transmission screw 324 and the transmission nut 325 convert the rotational motion of the drive motor 322 into linear motion, driving the brake piston 326 to move within the brake housing 321, thereby changing the volume of the pressure chamber 327, thereby enabling the vehicle to brake and run normally. The moving direction of the brake piston 326 and the axial direction of the drive motor 322 may be parallel.

[0076] 2 and 8, the control unit 400 and the drive motor 322 may be located on opposite sides of the hydraulic housing 310. The transmission nut 325 and the brake piston 326 may be fixed so as not to rotate relative to each other, and the transmission screw 324 and the planetary gear shaft 350 may be interference-fitted. Bearings 370 may be attached to the transmission screw 324 and the hydraulic housing 310, thereby realizing relative rotation between the transmission screw 324 and the hydraulic housing 310 and fixing the relative positions between the transmission screw 324 and the hydraulic housing 310 in the axial and radial directions of the transmission screw 324.

[0077] In some specific embodiments of the present disclosure, as shown in FIG. 9 , the brake system 1 further includes a brake fluid shutoff valve 600, and the brake master cylinder assembly 100 is connected to the wheel brakes 3 via the brake fluid shutoff valve 600. The brake fluid shutoff valve 600 controls the delivery of brake fluid between the brake master cylinder assembly 100 and the wheel brakes 3. For example, when the brake fluid shutoff valve 600 is in a closed state when power is supplied, the brake master cylinder assembly 100 prevents the delivery of brake fluid 101 to the wheel brakes 3, and when the brake fluid shutoff valve 600 is in an open state when power is lost, the brake master cylinder assembly 100 allows the delivery of brake fluid 101 to the wheel brakes 3.

[0078] For example, the brake fluid shutoff valve 600 may be an electromagnetic valve, and the electromagnetic valve and the drive motor 322 are located on opposite sides of the hydraulic housing 310. The brake fluid shutoff valve 600 is fitted into the hydraulic housing 310 and sealed by rivets. The control unit 400 can control the opening and closing of the brake fluid shutoff valve 600.

[0079] By providing the brake fluid shutoff valve 600 in this way, when the vehicle is running normally, the control unit 400 controls the brake fluid shutoff valve 600 to be in a closed state, in which case the vehicle can be accurately braked only by the electric brake assembly 320. When a power outage occurs in the vehicle (at this time, a malfunction may have occurred in the vehicle or the power battery may have run out of power), the control unit 400 cannot control the brake fluid shutoff valve 600 to be in a closed state, and when the brake fluid shutoff valve 600 changes from a closed state to an open state and the brake pedal 2 is depressed, the brake fluid 101 directly enters the wheel brakes 3 to brake the vehicle. This allows the vehicle to brake both in normal running and in the event of a power outage, improving the safety of vehicle running.

[0080] 9, a solenoid valve may be provided between the brake pedal 2 and the first compression chamber 131, and the solenoid valve is in a closed state during a power outage and in an open state during power supply. In other words, when the vehicle is running normally, the stroke simulator 500 provides a damping force to the brake pedal 2 when the brake pedal 2 is depressed. When the vehicle is in a power outage, the stroke simulator 500 does not need to provide a damping force to the brake pedal 2, and the driver can stop the vehicle in a power outage by depressing the brake pedal 2 to its maximum stroke.

[0081] For example, there may be four wheel brakes 3, each applying a braking force to one of the four wheels. There may be two brake fluid shutoff valves 600. One end of each wheel brake 3 is connected to a pressure reducing valve 800, and the other end is connected to a pressure maintaining valve 700. One brake fluid shutoff valve 600 has one end connected to the second compression chamber 132 and the other end connected to the front left wheel brake 3 and the rear right wheel brake 3 via the pressure maintaining valve 700, and the other brake fluid shutoff valve 600 has one end connected to the first compression chamber 131 and the other end connected to the rear left wheel brake 3 and the front right wheel brake 3. The brake fluid 101 in each wheel brake 3 can be connected to the oil tank 180 via a pressure reducing valve 800 connected thereto, and the connecting oil pipe 60 includes a first connecting oil pipe 610 and a second connecting oil pipe 620, and one brake fluid shut-off valve 600 may be connected to the second compression chamber 132 via the second connecting oil pipe 620, and the other brake fluid shut-off valve 600 may be connected to the first compression chamber 131 via the first connecting oil pipe 610.

[0082] Hereinafter, the flow path of the brake fluid 101 between the brake system 1 and the wheel brakes 3 will be described with reference to the drawings.

[0083] When the brake system 1 is energized, the brake fluid shutoff valve 600 is shut off, and when the user depresses the brake pedal 2, the first master cylinder piston 121 and the second master cylinder piston 122 move, reducing the spaces in the first compression chamber 131 and the second compression chamber 132, causing the brake fluid 101 in the first compression chamber 131 to flow through the first connecting oil pipe 610 to the stroke simulator 500, simulating the foot touch on the brake pedal 2. In addition, the drive motor 322 rotates, reducing the space in the pressure chamber 327, causing the brake fluid 101 in the pressure chamber 327 to flow through the four pressure maintaining valves 700 to the wheel brakes 3, braking the wheels.

[0084] When the brake system 1 experiences a power outage, the brake fluid shutoff valve 600 opens, and when the user depresses the brake pedal 2, the first master cylinder piston 121 and the second master cylinder piston 122 move, reducing the space in the first compression chamber 131 and the second compression chamber 132, causing the brake fluid 101 in the first compression chamber 131 and the second compression chamber 132 to flow through the first connecting oil pipe 610 and the second connecting oil pipe 620 to the brake fluid shutoff valve 600, and then through the pressure maintaining valve 700 to the wheel brake 3, braking the wheel.

[0085] A vehicle 1000 according to an embodiment of the present disclosure will be described below with reference to Fig. 12, and the vehicle 1000 includes the brake system 1 according to the embodiment of the present disclosure. The vehicle 1000 may be a passenger car, and the brake master cylinder assembly 100 may be mounted in an engine compartment of the passenger car, adjacent to a dash panel. Alternatively, the vehicle 1000 may be a light commercial vehicle, and the brake master cylinder assembly 100 may be mounted inside the cockpit of the light commercial vehicle.

[0086] In addition, the distance between the electro-hydraulic assembly 300 and the driver may be greater than the distance between the brake master cylinder assembly 100 and the driver, and thus, noise generated during operation of the electro-hydraulic assembly 300 is less likely to be transmitted to the location of the driver, thereby improving noise, vibration, and harshness (NVH) effects.

[0087] By utilizing the brake system 1 according to the above-described embodiment of the present disclosure, the vehicle 1000 according to the embodiment of the present disclosure has advantages such as accurate control of braking force, easy attachment and detachment, ease of installation, and high space utilization.

[0088] Other configurations and operations of the brake system 1 and the vehicle 1000 having the same according to embodiments of the present disclosure are known to those skilled in the art and will not be described in detail here.

[0089] In the description herein, references to terms such as "one embodiment," "some embodiments," "exemplary embodiments," "examples," "particular examples," or "some examples" mean that the specific feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present disclosure. In the description herein, the exemplary references to the above terms are not necessarily limited to the same embodiment or example.

[0090] Although embodiments of the present disclosure have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present disclosure, and that the scope of the present disclosure is limited by the claims and their equivalents. [Explanation of symbols]

[0091] 1. Brake system 2 Brake pedal 3 Wheel brakes 100 Brake Master Cylinder Assembly 101 Brake fluid 110 Master cylinder housing 111 First oil flow path 112 Second oil flow path 120 Master cylinder piston 121 First master cylinder piston 122 Second master cylinder piston 123 Storage groove 130 Compression Chamber 131 First Compression Chamber 132 Second Compression Chamber 140 push rod 141 Sealing material 150 Mounting ring 151 Ring groove 160 First return spring 170 Second return spring 180 Oil Tank 181 First Opening 182 Second Opening 183 Third Opening 184 1st pipeline 185 2nd pipeline 186 Large oil tank for vehicles 187 Electric Hydraulic Assembly Small Oil Tank 1101 Slide groove 1861, 1862 opening 200 Displacement Sensor 210 Signal Generator 201 Magnetic component mounting bracket 211 Radial Segments 212 Axial Segments 213 Magnetic Materials 220 Signal Receiver 2201 Hall sensor 300 Electric Hydraulic Assembly 310 Hydraulic Housing 320 Electric brake assembly 321 Brake housing 322 Drive motor 323 Speed ​​reducer and torque multiplier 324 Transmission screw 325 Transmission nut 326 Brake piston 327 Pressure Chamber 330 Sun Gear 340 Planetary Gear 350 planetary gear shaft 360 ring gear 370 Bearings (380)380 Fuel pipe 400 Control Unit 500 Stroke Simulator 600 Brake fluid shutoff valve 610 First connecting oil pipe 620 Second connecting oil pipe 700 Pressure maintaining valve 800 Pressure reducing valve 900 Three-way valve or three-way pipe 1000 vehicles

Claims

1. A brake master cylinder assembly (100), a displacement sensor (200), an electro-hydraulic assembly (300), and a control unit (400), The brake master cylinder assembly (100) is configured to be connected to a brake pedal (2); and A master cylinder housing (110) and a master cylinder piston (120), The master cylinder piston (120) is movably disposed within the master cylinder housing (110) and defines a compression chamber (130) within the master cylinder housing (110); The displacement sensor (200) is attached to the brake master cylinder assembly (100) to detect the displacement of the master cylinder piston (120); The electro-hydraulic assembly (300) is arranged separately from the brake master cylinder assembly (100) and is connected to the brake master cylinder assembly (100) via a connecting oil pipe so that brake fluid (101) can flow, and is also configured to be connected to wheel brakes (3); The control unit (400) is communicatively connected to both the displacement sensor (200) and the electro-hydraulic assembly (300), and controls the electro-hydraulic assembly (300) to deliver brake fluid (101) to the wheel brakes (3) based on an operation of the brake pedal (2) or a brake command. The displacement sensor (200) includes a signal generator (210) and a signal receiver (220); The signal generator (210) is mounted within the master cylinder housing (110) and connected to one end of the master cylinder piston (120) adjacent to the push rod (140); a slide groove (1101) extending along the direction of movement of the master cylinder piston (120) is provided on the inner wall of the master cylinder housing (110), and the signal generator (210) is slidably fitted into the slide groove (1101); The signal generator (210) A magnetic member (213); a magnetic member mounting bracket (201); The magnetic member mounting bracket (201) is a radial segment (211) and an axial segment (212); The radial segment (211) extends along the radial direction of the master cylinder housing (110), and one end is attached to the master cylinder piston (120); The axial segment (212) extends along the axial direction of the master cylinder housing (110), one end is connected to the other end of the radial segment (211), and the other end is slidably fitted into the slide groove (1101); The radial segment (211) and the axial segment (212) are arcuate. A brake system (1) characterized in that

2. The brake master cylinder assembly (100) further includes a push rod (140); The push rod (140) is connected to the master cylinder piston (120) and is configured to connect to the brake pedal (2); 2. The braking system (1) according to claim 1, characterized in that the displacement sensor (200) is mounted on the master cylinder housing (110) and connected to the master cylinder piston (120).

3. A brake system (1) as described in claim 1, characterized in that the signal receiver (220) is mounted outside the master cylinder housing (110) and is communicatively connected to both the signal generator (210) and the control unit (400).

4. 2. The brake system (1) according to claim 1, wherein an attachment ring (150) is fitted onto the outer periphery of the master cylinder piston (120), the attachment ring (150) is provided with a ring groove (151) extending along its circumferential direction, and the one end of the radial segment (211) is attached to the ring groove (151).

5. The brake system (1) according to claim 1, characterized in that the depth of the slide groove (1101) is equal to or greater than the stroke of movement of the master cylinder piston (120), and the depth direction of the slide groove (1101) is the same as or parallel to the direction of movement of the master cylinder piston (120).

6. 2. The brake system (1) of claim 1, wherein the signal receiver (220) includes a Hall sensing device (2201), which senses the magnetic field strength of the signal generator (210) to detect the displacement of the master cylinder piston (120).

7. The master cylinder piston (120) includes a first master cylinder piston (121) and a second master cylinder piston (122), The first master cylinder piston (121) is connected to both the push rod (140) and the displacement sensor (200); The second master cylinder piston (122) is located at one end of the first master cylinder piston (121) opposite to the push rod (140), 3. The brake system (1) of claim 2, wherein the compression chamber (130) includes a first compression chamber (131) and a second compression chamber (132), the first compression chamber (131) being formed between the first master cylinder piston (121) and the second master cylinder piston (122), and the second compression chamber (132) being formed between the master cylinder housing (110) and a side of the second master cylinder piston (122) opposite to the first master cylinder piston (121).

8. The brake master cylinder assembly (100) further includes a first return spring (160) and a second return spring (170); the first return spring (160) is provided in the first compression chamber (131) and is located between the first master cylinder piston (121) and the second master cylinder piston (122); 8. The brake system (1) according to claim 7, wherein the second return spring (170) is provided in the second compression chamber (132) and is located between the side of the second master cylinder piston (122) opposite the first master cylinder piston (121) and the master cylinder housing (110).

9. 8. The brake system (1) of claim 7, further comprising an oil tank (180), the oil tank (180) being attached to the outside of the master cylinder housing (110) and fixedly connected to the master cylinder housing (110), the oil tank having a first opening (181), a second opening (182), and a third opening (183), the master cylinder housing (110) being provided with a first oil flow path (111) and a second oil flow path (112), the first oil flow path (111) communicating between the first opening (181) and the first compression chamber (131), the second oil flow path (112) communicating between the second opening (182) and the second compression chamber (132), and the third opening (183) communicating with the electro-hydraulic assembly (300).

10. 8. The brake system (1) of claim 7, further comprising an oil tank (180), the oil tank (180) being provided separately from the brake master cylinder assembly (100) and having a first opening (181), a second opening (182), and a third opening (183), the oil tank (180) and the brake master cylinder assembly (100) communicating with each other via a first pipe line (184) and a second pipe line (185), the first pipe line (184) communicating with the first opening (181) and the first compression chamber (131), the second pipe line (185) communicating with the second opening (182) and the second compression chamber (132), and the third opening (183) communicating with the electro-hydraulic assembly (300).

11. 8. The brake system (1) of claim 7, further comprising an oil tank (180), the oil tank (180) being provided separately from the brake master cylinder assembly (100) and having two openings (1861, 1862), one opening (1861) of the oil tank (180) being in communication with a three-way valve (900) or a three-way pipe (900), the three-way valve (900) or the three-way pipe (900) being in communication with the brake master cylinder assembly (100) via a first pipe line (184) and a second pipe line (185), the first pipe line (184) and the second pipe line (185) being in communication with the first compression chamber (131) and the second compression chamber (132), respectively, and the other opening (1862) of the oil tank (180) being in communication with the electro-hydraulic assembly (300).

12. 2. The braking system (1) according to claim 1, characterized in that the brake pedal (2) operates synchronously with the master cylinder piston (120).

13. 2. The brake system (1) according to claim 1, further comprising a stroke simulator (500), the stroke simulator (500) being attached to the electro-hydraulic assembly (300) and connected to the brake master cylinder assembly (100) so as to allow brake fluid (101) to flow therethrough, and applying return pressure to the brake fluid (101) sent from the brake master cylinder assembly (100) to provide a damping force to the brake pedal (2) that increases in accordance with the depression depth.

14. The electro-hydraulic assembly (300) includes a hydraulic housing (310) and an electro-hydraulic brake assembly (320); The control unit (400) and the stroke simulator (500) are attached to the hydraulic housing (310); 14. The brake system (1) of claim 13, wherein the electric brake assembly (320) is attached to the hydraulic housing (310) and has pressure chambers (327), which are connected to the brake master cylinder assembly (100) and the wheel brakes (3), respectively.

15. 15. The brake system (1) according to claim 14, characterized in that the stroke simulator (500) is located on the underside of the hydraulic housing (310).

16. The electric brake assembly (320) includes a brake housing (321), a drive motor (322), a speed reducer and torque multiplier (323), a transmission screw (324), a transmission nut (325), and a brake piston (326); The brake housing (321) is attached to the hydraulic housing (310), The drive motor (322) is attached to the hydraulic housing (310); the speed reducer and torque multiplier (323) is operatively connected to the drive motor (322) and is mounted in the hydraulic housing (310); The transmission screw (324) is operatively connected to the speed reducing and torque increasing device (323); The transmission nut (325) is screwed onto the transmission screw (324), 15. The brake system (1) of claim 14, wherein the brake piston (326) is mounted in the brake housing (321) and connected to the transmission nut (325), and the brake piston (326) and the brake housing (321) form the pressure chamber (327).

17. 2. The brake system (1) of claim 1, further comprising a brake fluid shut-off valve (600), wherein the brake master cylinder assembly (100) is connected to the wheel brakes (3) via the brake fluid shut-off valve (600), and the brake fluid shut-off valve (600) controls the transport of brake fluid between the brake master cylinder assembly (100) and the wheel brakes (3).

18. A vehicle (1000) comprising a brake system (1) according to any one of claims 1 to 17.

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